Flying vehicle of inverse sustentation (FVIS)

ABSTRACT

The Flying Vehicle of Inverse Sustentation (FVIS) is an air transport unit for passengers and cargo. The vehicle has vertical takeoff due to a main flow-generating unit which generates combustion gases that are directed toward a circled firm wing, to obtain the necessary sustentation to elevate the vehicle. The flow directed toward the wing is protected with a cover with the surrounding means. The horizontal displacement is obtained using secondary propulsion units.

CROSSED REFERENCES TO RELATED APPLICATIONS

[0001] Not applicable.

INFORM CONCERNING TO THE INVESTIGATION OR DEVELOPMENT FEDERALLYSPONSORED

[0002] Not applicable.

REFERENCE TO THE APPENDIX OF MICROFICHE

[0003] Not applicable.

ANTECEDENTS OF THE INVENTION

[0004] The field of this invention is the aeronautics. Beginning withthe principle of airplane flights, they can elevate because of theaction of the displacement of the vehicle whose wings, when impacted onthe atmospheric air, generate current lines on and under the wing,producing a mass concentration difference of air between both sides.This way, a sustentation force of vertical direction going up, elevatesthe vehicle.

[0005] This effect is possible because of the form of the wing, with awider border in the superior part, and an attack angle that is given bythe wing regarding a horizontal plane. (FIG. 1) This produces theseparation of the air in current lines with more concentration in theinferior part of the wing. This makes the airplane elevate, with theinconvenience that it requires to move horizontally to reach the speedof sustentation and its sustentation force.

[0006] In the screw propeller of a helicopter, something similarhappens; but in this case, the screw propellers impact on the air tocause the sustentation force, achieving the takeoff. As in the case ofthe airplane, the screw propellers of the helicopter have in theirsection a tear form, and they impact on the air with an attack anglecontrolled by the pilot in the cockpit.

[0007] Because of the position of the screw propeller in a horizontalplane, it is posible for the vertical takeoff, overcoming the problem ofa runway for taking off or landing. However, the helicopter, for itslimitations on design, doesn't have good capacity in the cargo bay,because the screw propellers are not big enough for sustentation (as itis in the airplane). Moreover, its speed is not the same as theairplane, since the rotation of the main screw propeller, whenadvancing, cannot lean too much without losing sustentation.

[0008] The ascension speed in the helicopter is determined by the speedof rotation of the screw propellers and the attack angle.

[0009] Another invention that could be taken as a reference is thevehicle of surface effect, amphibian, used basically in marinetransport. This vehicle moves on a mattress of generated air andmaintained in the space between the helmet and the water surface orfloor, on which it moves or remains stationary (FIG. 2).

[0010] Some of these vehicles have a considerable load and speed, U.S.Navy JEFF-B (ACV) that loads 150 tons to 50 knots, using 6-TF-40 of 2498kW motors to 15400 rpm for its propulsion and rising 2 screw propellersin ducts of air of 12 feet (3.66 m) of diameter to 1250 rpm and 4centrifugal fans of double entrance to 1900 rpm. However, since thesevehicles require a mattress of air between the helmet and the water orfloor, they are only able to rise to a small height.

[0011] The well-known British airplane of vertical takeoff “British SeaHarrier,” airship with approximately 30 years of existence, has fournozzles to exit gases of the jet engine, two firm and two of mobileposition with which can rise vertically, for reaction, with theinconvenience of requiring great power in the takeoff and very difficultfor maneuvering. (FIG. 3).

[0012] Finally, the vehicle B22, developed at a great cost by theDefense Department of the United States, whose prototype develops aspeed of 230 knots, has a capacity to load 4000 Kg and a cost of 40million dollars. This development shows the necessity to have a vehiclewith superior qualities to those of the helicopter for defense orsalvage. But it should be understood that it is only an airplane andhelicopter combination, that is, it is an airplane of vertical takeoffand horizontal displacement thanks to a couple of screw propellers ofvariable position whose complexity of mechanisms makes impossible at areasonable cost, besides from showing another type of limitations, asthe load capacity and, again, a limitation for the horizontal speed dueto the use of screw propellers (FIG. 3).

BRIEF SUMMARY OF THE INVENTION

[0013] The invention here proposed gathers the best qualities in thehelicopter with the best qualities in the airplane, because it doesn'thave speed limitations, altitude, neither a load capacity as the firstone, neither the requirements for the takeoff and the landing of thesecond, as it can take off vertically. For that, it has a mainflow-generating unit or combustion gases, which are directed toward acircled firm wing, with the purpose of obtaining the necessarysustentation to elevate it. The flow directed toward the wing isprotected with a cover with the surrounding means. The horizontaldisplacement is obtained using secondary propulsion units.

[0014] The load capacity will be given by the power of the mainpropulsion unit of the vehicle that will be selected according to therequirements or applications. The speed will only depend on thesecondary propulsion units chosen. It is necessary to notice that for abigger vehicle, it would be possible to use two or more main propulsionunits.

[0015] The maneuverability provided by the design of the FVIS could besuperior to any well-known vehicle, because its versatility allows toadd the accessories that are necessary to achieve it, overcoming themaneuverability of the helicopter or the airplane when it is required.

[0016] The proposed invention represents a vehicle of air transport withsuperior qualities to those of an airplane because it eliminates thenecessity to move horizontally for taking off or, to those of thehelicopter because it doesn't have the design limitations that blocklifting an important load, neither the limitations of the same one toacquire a high displacement speed or to reach a considerable altitude.

[0017] Since the Flying Vehicle of Inverse Sustentation here proposed isof simple, easy construction, it is made of few elements and with veryfew mobile parts. It is made with slight materials commonly used in theproduction of airships and it is light. It is, of course, not expensive,which can fulfill the need of civil transport to a considerablepopulation sector. As for the possible military applications, it can besaid that it is wide, because it is a more versatile and more efficientvehicle than any precedent vehicle.

[0018] Because the FVIS doesn't have the impediment of a superior screwpropeller as the helicopter, it will be able to improve the security ingeneral, since it will be able to carry emergency elements like theparachute for the cockpit or the vehicle, using well-known systems forscrew ejection and parachute unfolding (FIG. 4). At the same time,because of the condition of the sustentation elements, a more compactstructure can be used instead of a helicopter or an airplane.

BRIEF DESCRIPTION OF THE DRAWING VIEWS

[0019] All drawings, whose purpose is to clarify the ideas described inthe text, have been made without scale.

[0020]FIG. 1—Shows the section of an airplane wing, the attack angle (a)that impacts to the air, and the sustentation force generated (Fs).

[0021]FIG. 2—Sectional outline of some vehicles of surface effect.

[0022]FIG. 3—Sectional outlines of a B-22 with mobile screw propellersfor vertical takeoff.

[0023]FIG. 4—Shows some options for installing security systems in anemergency in the FVIS.

[0024]FIG. 4.1—Shows the ejection of the complete cockpit

[0025]FIG. 4.2—Shows the individual screw ejection

[0026]FIG. 4.3—Shows the landing with parachutes of the completevehicle.

[0027]FIG. 5—Shows the principle or concept of the proposed idea,showing how to generate the necessary sustentation force to elevate theFVIS. The vehicle is shown in a section view.

[0028]FIG. 5.1—Main flow-generating unit

[0029]FIG. 5.2—Screw propeller of the flow-generating unit

[0030]FIG. 5.3—Exit duct of the sustentation flow

[0031]FIG. 5.4—Circular wing in which the sustentation force is produced(Fs)

[0032]FIG. 5.5—Cockpit

[0033]FIG. 5.6—Secondary propulsion Units

[0034]FIG. 5.7—Protective cover

[0035]FIG. 6—Shows a sectional view and a top view of the FVIS using ajet engine like a flow-generating plant of escape gases for thesustentation.

[0036]FIG. 6.1—Main Unit or flow-generating plant: A jet engine

[0037]FIG. 6.2—Admission duct of air, set so that a sector shares acommon surface with the gas exit duct, to heat the admission air and tocool the escape gases

[0038]FIG. 6.3—Gas exits Duct

[0039]FIG. 6.4—Circular wing with aerodynamic profile and attack angle

[0040]FIG. 6.5—Protective cover

[0041]FIG. 6.6—Cockpit for crew and passengers

[0042]FIG. 6.7—Main unitary circular Axis of the circular wing

[0043]FIG. 6.8—Secondary propulsion Units

[0044]FIG. 6.9—Electric power Generator propelled by the axis of a jetengine

[0045]FIG. 6.10—Accessories: Electric Motor(s), fuel bomb, accumulators,and hydraulic bomb

[0046]FIG. 6.11—Circular Fuel Tank (toroidal)

[0047]FIG. 6.12—Inferior cockpit of maneuver

[0048]FIG. 6.13—Secondary circular segmented Axis

[0049]FIG. 7—Sectional and top views of the FVIS using an aeronauticalmotor of internal combustion as an airflow generating plant for thesustentation.

[0050]FIG. 7.1—Main Unit or flow-generating plant: An aeronautical motorof internal combustion

[0051]FIG. 7.2—Air exits Duct.

[0052]FIG. 7.3—Circular wing with aerodynamic profile and attack angle

[0053]FIG. 7.4—Protective cover

[0054]FIG. 7.5—Cockpit for crew and passengers

[0055]FIG. 7.6—Main unitary Axis of the circular wing

[0056]FIG. 7.7—Secondary Unit of propulsion

[0057]FIG. 7.8—Generator

[0058]FIG. 7.9—Accessories: Electrical Motor(s), bomb of fuel,accumulators, hydraulic bomb

[0059]FIG. 7.10—Circular fuel Tank

[0060]FIG. 7.11—Inferior cockpit maneuver

[0061]FIG. 7.13—Segmented circular and secondary Axis.

[0062]FIG. 8—Shows in a sectional view and top view FVIS using a jetengine as an airflow-generating plant for sustentation.

[0063]FIG. 8.1—Main Unit or flow-generating plant: A jet engine

[0064]FIG. 8.2—Air exit Duct

[0065]FIG. 8.3—Circular wing with aerodynamic profile and attack angle

[0066]FIG. 8.4—Protective cover

[0067]FIG. 8.5—Cockpit for the crew and passengers

[0068]FIG. 8.6—Main unitary and circular Axis of the circular wing

[0069]FIG. 8.7—Nozzles of exiting gas escape

[0070]FIG. 8.8—Electromagnetic Valves controlled from the cockpit forregulation of gas escape flow

[0071]FIG. 8.9—Jet engine gas escape tubes

[0072]FIG. 8.10—Screw propeller that acts as fan

[0073]FIG. 8.11—Accessories: Electric motor(s), fuel bomb, accumulators,and hydraulic bomb

[0074]FIG. 8.12—Electric power Generator propelled by the axis of a jetengine

[0075]FIG. 8.13—Inferior cockpit of maneuver

[0076]FIG. 8.14—Circular fuel Tank

[0077]FIG. 8.15—Segmented secondary and circular Axis.

[0078]FIG. 9—Outlines of the circular wing. Top view and details ofinstallation of the wing with the main unitary circular axis and thesegmented secondary circular axis with hydraulic pistons formodification of the attack angle. (Section a-a), bearing installationdetails in a main unitary axis (Section b-b) and details of installationof hydraulic pistons together to segmented axes with bearings formodification of the attack angle (Section c-c).

[0079]FIG. 10—Isometric outline of the protective covers of the systemof fixation of the circular wing with the structure, covering thesupports of the main axis and the hydraulic pistons of the secondarysegmented axes.

[0080]FIG. 11—Exit duct of air or gas combustion that drives the flowradially toward the circular wing, in a sectional view and a Top view.

[0081]FIG. 12—How a displacement can be obtained with the combination ofescape flows in a FVIS with gas escape directed to four nozzles locatedto 90°, or a FVIS with four jet engines propellers equally set to 90°.

[0082]FIG. 13—A section view of an individual or group FVIS with a mainunit of internal combustion with a fan-screw propeller, a screwpropeller aeronautical motor as a secondary propeller unit, and aninferior tail steering wheel, embedded to the cockpit.

[0083]FIG. 14—A section view of an individual or group FVIS with a mainunit of internal combustion with a fan-screw propeller, a screwpropeller aeronautical motor as a secondary propeller unit, and aninferior tail steering wheel, mounted on the protective cover.

[0084]FIG. 15—Example of installation of two jet engines as main plantsof flow generation for sustentation of a circular FVIS. Section and topviews.

[0085]FIG. 16—Example of installation of three jet engines as mainplants of flow generation for sustentation of a circular FVIS. Sectionand top views.

[0086]FIG. 17—Example of installation of four jet engines as main plantsof flow generation for sustentation of a circular FVIS. Section and topviews.

[0087]FIG. 18—Shows the possibility to obtain “positive” or “negative”attack angles in each section of the circular wing by means of the useof the hydraulic pistons.

[0088]FIG. 19—Shows the possibility to use a hyper sustaining accessoryin the circular wing.

[0089]FIG. 20—Shows the option of modifying the geometry of the circularwing to compensate an asymmetric distribution of weight, in this case asingle propeller jet engine mounted in the line of the vehicle.Includes; section and top views.

[0090]FIG. 21—Shows the possibility to use the principle of theinvention in a non-circular geometry; in this case assuming an oblonggeometry with three main units of flow sustentation generation, twoscrew propeller motors as secondary units of propulsion and a tailsteering wheel. The figure includes a section and top view.

[0091]FIG. 22—Shows the possibility to use the principle of theinvention with a non-circular geometry; in this case assuming an oblonggeometry with three main units of flow sustentation generation, two jetengines as secondary units of propulsion, and a tail steering wheel. Thefigure includes a section and top view.

[0092]FIG. 23—Shows the FVIS with a jet engine as a main flow-generatingunit, with four nozzles for derivation of part of the flow of combustiongases and electromagnetic valves controlled from the cockpit forhorizontal propulsion. The wing nut valve is shown for restriction ofthe main flow according to requirement. The figure includes a sectionand a top view.

[0093]FIG. 23.1—Flow-generating Unit (jet engine)

[0094]FIG. 23.2—Exit Duct

[0095]FIG. 23.3—Circular wing

[0096]FIG. 23.4—Wing nut valve that regulates main flow

[0097]FIG. 23.5—Four nozzles combustion gases exit

[0098]FIG. 23.6—Four electromagnetic valves for controlling the exit ofescape gases

[0099]FIG. 23.7—Cockpit for crew or cargo

[0100]FIG. 23.8—Protective cover

[0101]FIG. 24—Shows the option for using three independent units ofsustentation united structurally to elevate a bigger fuselage. Itincludes section and top views.

[0102]FIG. 25—Shows the option to include external wings to substitutein the sustentation to the flow generating group and a circular wing,when enough horizontal speed is gotten with the secondary propulsionunits. It includes section, top and side views.

[0103]FIG. 26—Shows the option to locate the main unit in horizontalposition in a vehicle with external wings and circular wing. It includessection, top and side views.

[0104]FIG. 27—Shows the possibility to obtain the vertical takeoff in aconventional airplane applying the principle of the invention, takingthe flow directly to the wings by means of lateral ducts. It includes atop and side views.

DETAILED DESCRIPTION OF THE INVENTION.

[0105] The Flying Vehicle of Inverse Sustentation (FVIS) is an airtransport unit for passengers and cargo. It has vertical takeoff, due toa central airflow or gas escape directed radially toward a stablecircular wing with regard to this flow by means of a duct designed forthis purpose. The vehicle consists in general of the following mainparts:

[0106] The flow generating plant or main unit which can be:

[0107] A jet engine

[0108] An aeronautical motor of internal combustion and a screwpropeller

[0109] A jet engine and a screw propeller

[0110] An air admission duct

[0111] An exit duct

[0112] A circular wing

[0113] A main circular unitary axis

[0114] A protective cover

[0115] The secondary unit of propulsion

[0116] A tail steering wheel (when necessary)

[0117] A cockpit

[0118] Accessories (generator, electric motors, valves, fuel tank, bombof fuel, accumulator, hydraulic bomb, hydraulic pistons)

[0119] A cockpit of optional inferior maneuver

[0120] To obtain the main flow of sustentation can be achieved indifferent ways. Mainly, it is to generate a flow of air or gas escape toan appropriate speed to achieve the force of sustentation (Fs) (FIG. 5).If a gas escape is required for this purpose, a jet engine has beenchosen as the most appropriate element. If a flow of air is required, ascrew propeller (fan) ran by an aeronautical motor of internalcombustion or a jet engine can be used (FIG. 6, 7, 8).

[0121] The flow generating plant, or main propeller unit, (a jet engine)(FIG. 6.1), burns a mixture of fuel and air that enters into theadmission duct. (FIG. 6.2) These escape gases are directed by means of acircular duct or nozzle (FIG. 6.3) of narrow exit to win speed, towardthe circular wing (FIG. 6.4). In a sectional view, it has a traverseprofile similar to that of the wing of an airplane, and an angle ofattack variable regarding to the current of gases received (FIG. 9, 18).This provides the necessary force for sustentation and elevation of thevehicle vertically, considering that the speed of the flow, thedimensions of the wing, and the attack angle are the appropriate onesfor the weight of the vehicle. Since the purpose of blowing the air orcombustion gases on the circular wing is fundamentally to getsustentation, it is considered a circular duct of narrow exit becausesubsonic speeds of the flow will be managed (FIG. 11, 6.3, 7.2, 8.2).

[0122] When a jet engine is used for generating the sustentation flow,it is considered that having combustion in a much more complete camerathat the one presented in the motors of internal combustion, there won'tbe soot emission that produces a problem of adherence in the circularwing; considering that the kerosene or airplane fuel is much cleanerthan the gasoline for automobiles, and that preservatives that eliminatethese emissions exist. However, if a jet engine of liquefied gas isused, this possibility is eliminated completely.

[0123] The title of the invention includes the term “inversesustentation” because the flow is directed toward the wing and not thewing toward the air like happens in the airplane. It is understood thatthe effect of present reaction in the jet engine will help the elevationof the vehicle. Adding to the force of sustentation in the wing; theideal performance will be when the consumption of fuel is the onerequired for the sustentation of an airplane in horizontal flight withan equivalent weight to the FVIS, that is, the work of sustentation willbe made primarily by the circular wing. The duct of entrance of air hasa curved surface of common separation with the escape gases for a doublepurpose; to cool these and to heat the air that enters to the jetengine.

[0124] Considering the application of the vehicle, it will be possibleto use as a flow-generating unit an air aeronautical motor of internalcombustion with a screw propeller. (FIG. 7.1), or a jet engine thatpropels a screw propeller (FIG. 8.1). In this case, the vehicle issimplified a little because it will be possible to do without theadmission duct, just as it is shown in FIGS. 7 and 8; the same as when ajet engine is used for obtaining the gas escape flow. In this case, thereaction generated in the screw propeller will help to the sustentation;this way the ideal performance for the sustentation is assumedfundamentally by the circular wing. That is, the screw propeller of themain unit will act as a fan. If a jet engine is used to move the screwpropeller, it is good to consider the possibility of deriving the flowof gas escape to four points to 90°, to generate horizontal movement bymeans of nozzles of flow regulated with electromagnetic valves. Each ofthe nozzles will be able to assume the complete flow of gases of the jetengine, this way, up to three of them can be closed simultaneously. Anyorientation can be obtained by the combination of flows of the fournozzles, controlling the regulation of openings of the valves from thecockpit. (FIGS. 8, 12).

[0125] According to the size or capacity of the vehicle, it will bepossible to use one, two, or more main flow generating units. In thatway, it will be possible to apply the invention to the production ofvehicles for personal or group transport or for cargo transport of heavyload or passengers in general (FIGS. 13, 14, 15, 16, 17).

[0126] The circular wing is divided in four mobile sections andindependent controls (like a hinge), whose axis pivot is the tubularmain circular axis of a single piece. (FIGS. 9, 6.7, 7.6, 8.6). Itsmovement is good to modify the attack angle, with which an appropriatemaneuverability degree will be possible to compensate any factor ofuncertainty, like an inclined blast of wind. The ascension speed of thevehicle will depend on the attack angle of the wing, besides the regimeof the motor or turbine that will generate a flow of variable speedwished. That is, if you want to elevate the unit more or less quickly,an attack angle of more or smaller value will be granted for each of thewing sections. The movement of each section is gotten by means ofhydraulic pistons whose control valves are commanded from the cockpit.The hydraulic bomb that provides pressure to the pistons is moved by anelectric motor that receives energy of a generator moved by the axis ofthe main unit, this could be a jet engine or an aeronautical combustionmotor. The normal value of variation of the attack angle varies among 2°to 12°, however, for strategic reasons, it can be inclusive of“negative” value. (Above the horizontal plane) This is in order to getan evasive maneuver down, evidently providing to each wing section thesame angle value to get a stable movement (FIG. 18). The four sectionsof the wing will be able to move in an independent or synchronized way,according to the necessities. The circular wing can have the hypersustentation accessories that are considered necessary, without anylimitation. They can be slats or flaps (FIG. 19), always in function ofthe maneuverability requirements according to the application of thevehicle. The geometry of the wing seen from a top view can be variedaccording to necessity, considering the distribution of weight in thevehicle, for example, in the case of placing a secondary jet engine thatpropels in the tail (FIG. 20).

[0127] This wing, as it is circular, provides a great surface ofsustentation in little space, granting the possibility to have a compactvehicle with great load capacity.

[0128] The cover (FIGS. 6.5, 7.4, 8.4) protects the wing, achieving withit an independence of the external factors, directing the flow of air orgases once used toward the inferior part of the vehicle. It is locatedat an enough vertical and diametrical distance, so it won't interferewith the effect of sustentation in the circular wing. The global effectof this location is to provide a controlled site of the sustentation,like it was said, independent of external factors as weather conditions.A constant flow of air or gases will be gotten for the sustentation anda control of the ascent speed, depending on the quantity of fuel givento the jet engine or motor and the attack angle in the elected circularwing. An additional function of the cover is to protect the effect ofthe flow generated by the main propeller unit of the contrary currentsgenerated in the air when moving the vehicle horizontally in anydirection.

[0129] The cockpit (FIGS. 6.6, 7.5, 8.5), made of transparent material,can be made in one piece or can be cut if the application demands it.

[0130] The horizontal displacement of the vehicle will be gotten bymeans of the installation of diverse propellers, in quantity andposition required. According to the application or use, a screwpropeller can be placed and a tail steering wheel, two screw propellersin the external sides or two jet engines, or a jet engine with the backsteering wheel in the tail (FIG. 13, 14, 20, 21, 22). All thesepropellers have been proven and don't require additional explanation.However, in the event of using a jet engine like a main unit, thepossibility to derive part of the main flow of gases toward four nozzleslocated at 90° should be considered. With controllable valves to get adisplacement in any direction, it is a small vehicle that requireslittle displacement speed. This location must include a wing nut valethat regulates the flow of escape gases (FIG. 23).

[0131] For a strategic vehicle, a location of four propeller jet enginesat equally 90° will provide, in combination with the control of theattack angle of the wing. This maneuverability is impossible to obtainnowadays in any well-known vehicle. This can be useful to avoidobstacles or projectiles of any type, being able to automate themaneuvers of the vehicle if it is required (FIG. 6, 7).

[0132] For a bigger vehicle, several circular wings can be used with itsmain flow-generating unit joined structurally to elevate a biggerunitary fuselage (FIG. 24).

[0133] The structure of the vehicle can be changed according to itsapplication, since it is not indispensable for a circular geometry toget the effect of sustentation. By means of an appropriate location ofthe main flow-generation unit and a wing geometry that can have someattached sections if necessary (FIG. 22), the form of the vehicle can bechanged in diverse ways, applying the same exposed principle.Consequently, the quantity of main and secondary propulsion units can bechanged according to the requirements, as well as the geometry of thevehicle, the geometry of the wing, or the number of sections in which itis divided, mobile or firm. (FIGS. 13, 14, 15, 16, 17, 20, 21, 22, 24,25)

[0134] The versatility of the vehicle allows considering the insertionof some external wings to replace in the sustentation to the internalcircular wing in horizontal displacement. For an identical work to theone of an airplane when reached the secondary units of propulsion anappropriate horizontal speed, that is, the speed of minimum sustentationfor these external wings, if it is wanted this way. (FIG. 25) For thisconfiguration of external wings, it is also possible to install the mainflow-generating unit in horizontal position, if you want to reduce theheight of the fuselage with aerodynamic purposes and to do without thesecondary unit of horizontal propulsion. This configuration requires twosynchronized electromagnetic valves that regulate the flow trough whichthe flow can be directed toward the circular wing or toward the backnozzle, for the vertical takeoff and for the horizontal advance. It isclear that the synchronization of the valves consists on a simultaneouswork, but while one closes, the other opens up in the same proportion,so that after the vertical takeoff, the change should be smooth to theregime of horizontal sustentation. The sustentation will be given by thecircular wing to the external wings as soon as the vehicle gets enoughspeed for sustentation and given totally when the minimum speed ofhorizontal sustentation is acquired (FIG. 26).

[0135] It can also be applied the principle from the invention to aconventional airplane to achieve their vertical takeoff, doing itwithout the circular wing and directing the flow directly toward thewings by means of a couple of ducts located in front of them. The ductshave in a traverse section horseshoe form, with the opening directedtoward the wing, obtaining this way a current of sustentation in all thelongitude of the wings. After the vertical takeoff, the flow can bedirected toward the back nozzle opening the rear regulator valve andclosing the valves of the lateral duct little by little, until obtainingin horizontal displacement the minimum speed of sustentation for thewings. (FIG. 27)

[0136] The accessories, like; accumulators, electric motors, hydraulicand other bombs, can be located in the circular space between thecockpit and the air entrance duct, while the circular tank of fuel canbe located in the space around the exit duct, as an option. (FIGS. 6, 7,8)

[0137] The vehicle offers the possibility to install optionally aninferior cockpit for maneuver, when it is required this way, which willbe able to carry, hoist equipment for rescue operations or for loadtransport (FIGS. 6.12, 7.11, 8.13).

I claim as my invention:
 1. A transport airship of passengers and cargo,that is sustained by a flow of air or gases combustion directed toward acircular wing of the characteristics of an airplane wing. That is, atear forms in a sectional view and an attack angle regarding thehorizontal flow of air or impelled gases. For being generated thesustentation directing the flow of air or gases toward the wing and noton the contrary, the vehicle is denominated “of inverse sustentation.”The flow can be generated by an internal combustion motor in whose axisrotates a screw propeller acting as a fan, or a screw propeller can bemoved by a jet engine, when an air current is used, or it can begenerated by a jet engine when a current of escape gases are used. Inany of these cases, the effects of reaction in these main propellershelp the sustentation of the vehicle. According to design necessities,it will be possible to settle one, two, or more main units ofpropulsion, obtaining in this way; personal transport vehicles and heavytransport vehicles or passengers in general. The mentioned circular wingis attached in regard to the flow, but it owns hinge movement accordingto the unitary circular axis. Being able to move independent orsynchronized for each of the four sections in which it is divided, withends of obtaining the maneuverability and stability of the vehiclechanging anytime you wish the angle of attack of each section of thewing. This swinging movement or hinge movement is gotten by means of theuse of two hydraulic pistons installed in each one of the four sectionsof the wing, which receive oil pressure a hydraulic bomb, and which, atthe same time, is run by an electric motor whose energy is given by agenerator installed in the axis of the motor or turbine. Providing abigger or smaller attack angle of the same value in the four sections ofthe wing, a proportional ascencional speed will be obtained. The attackangle of each section of the circular wing could vary until taking a“negative” value, in other words, placing over the horizontal plane at asame angle value in each section, with the purpose of obtaining a stableand quick descent when it is necessary. In the case of using a jetengine (turbine), the vehicle has a circular duct, of air entrance,located in a position so that, when it enters into the jet engine, itcools the escape gases directed to the wing and heats the air when itenters into the jet engine. The flow of air or gases are directed towardthe wing by a circular duct with the characteristics of a nozzle, thatis, it narrows toward the border, with the purpose of winning speed ofthe flow when it exits. Minor speeds than the sound speed for exit ofgases are considered because the purpose is to provide sustentation. Thehorizontal displacement of the vehicle is gotten with secondarypropulsion units installed on top or side external parts of thestructure; these secondary units can be motors with screw propellers,jet engines (turbines), depending on the specific application of thevehicle. The location of four jet engines to 90° degrees will provide anunknown maneuverability in existent airships. In the event of using ajet engine as a main flow-generating unit, and for smaller vehicles oflow displacement speed, the option of deriving part of the main gas flowto four nozzles at 90° exists. In this case, electromagnetic valves fromthe cockpit will regulate the change to obtain the transfer of speed anddirection. This is also applied to the case of using a jet engine as amotor to move a fan, deriving all escape gases toward those mentionedfour regulated nozzles. The geometry of the wing seen from top, can bemodified partially, if it is required to compensate an asymmetricdistribution of weights. For a bigger vehicle, several circular wingscan be used with their main flow-generating unit protective cover joinedstructurally to elevate a bigger unitary fuselage. The general form canbe adapted according to each necessity, without being indispensable toadopt the circular geometry. This also includes the geometry of thesustentation circular wing, which, when necessary, can also be separatedin more than four parts. Some of them can be firm. In the exterior ofthe vehicle, some wings can be added to the structure replacing theinternal circular wing in the sustentation when a minimum speed ofsustentation is reached through these wings in horizontal displacement.This configuration includes the option of installing the mainflow-generating unit in horizontal position, regulating the flow withelectromagnetic valves synchronized toward the sustentation with thecircular wing or toward a rear nozzle for the horizontal displacement.The principle of the invention can be applied for obtaining verticaltakeoff in a conventional airplane directing the flow of sustentationdirectly to the wings by means of a couple of ducts located in front ofthem in all their extension.
 2. The concept defined in claim 1.Obtaining the sustentation of the vehicle because of airflow or gascombustion generated as it is chosen by; an aeronautical motor ofinternal combustion or a jet engine (turbine) and a screw propelleracting as a fan, or for an aeronautical jet engine (turbine), directedtoward an aerodynamic circular wing attached in relation to the flow,but given with an independent or swinging movement, synchronized intheir four sections with the purpose of varying the attack angle.
 3. Theconcept, defined in claim 1, the aerodynamic circular wing that receivesthe airflow gas flow for the sustentation of the vehicle.
 4. Theconcept, defined in claim 1, the partition of the circular wing in fouror more sections of independent or swinging movement, to get stabilityand maneuverability in the vehicle.
 5. The concept, defined in claim 1,a duct or circular nozzle to direct the air or combustion gases radiallywinning speed toward the circular wing.
 6. The concept, defined in claim1, giving movement to each of the sections of the circular wing troughhydraulic pistons controlled from the cockpit.
 7. The concept, definedin claim 1, the use of a common area among the admission air with theescape gases, to heat the first one and to cool the second, when a jetengine (turbine) is used as a main unit of propulsion.
 8. The conceptdefined in claim 1, a protective cover for the sustentation flow thatimpacts on the circular wing and frees the flow of external factors asweather conditions or contrary currents generated by the displacement ofthe vehicle, maintaining a constant regime in their interior.
 9. Theconcept defined in claim 1, the use of auxiliary propulsion units forthe horizontal displacement, like screw propellers or jet engines(turbines).
 10. The concept defined in claim 1, the use of four jetengines (turbines) at 90° for use in strategic vehicles.
 11. Theconcept, defined in claim 1, the use of more than one main unit ofpropulsion or flow-generation, when it is required.
 12. The option,defined in claim 1, the use of part of the main flow toward four nozzleslocated to 90°, when a jet engine (turbine) is used and it is a smallervehicle, of low speed, or the use of all escape gas flow for thispurpose when a jet engine is used to move a fan.
 13. The concept,defined in claim 1, providing to the circular wing a “negative” attackangle, that is, to locate the wing above the horizontal plane, with thepurpose of obtaining a very quick descent in the event of beingnecessary.
 14. The option, defined in claim 1, to change theconfiguration of the general structure of the vehicle, with the purposeof gaining useful space, changing the circular form for any convenientform, including the form of the circular wing of sustentation in a totalway or partially.
 15. The concept, defined in claim 1, to add someexternal wings replacing the interior circular wing in the sustentation,when obtaining the minimum horizontal speed of sustentation for theseexternal wings.
 16. The concept, defined in claim 1, the possibility ofinstalling the main flow-generating in horizontal position, when using aconfiguration of a vehicle with external wings.
 17. The concept, definedin claim 1, to use several circular wings with their respective mainflow-generation units to elevate a bigger unitary fuselage.
 18. Theconcept, defined in claim 1, to manufacture vehicles of differentpurposes, from the personal transport until the heavy transport orpassengers in general, applying the principle of my invention.
 19. Theconcept, defined in claim 1, to apply the principle of my invention forobtaining vertical takeoff in a conventional airplane, directing theflow of sustentation to the wings with ducts located in front of them inall their extension.